Transfer-table for railways



3 Shets-Sheet 1..

(Non/16am.

' A. J. MOXHAM.

nuts-00,929.

TRANSFER TABLE FOR RAILWAYSY v Patented July 4,1893.

11v VENVTOR WITNESSES .5

I ATTORNEY 3 Sheets-Sheet 2.

A. J. MOXHAM. TRANSFER TABLE FOR RAILWAYS.

(No Model.)

No. 500,929. PatentedJuIy 4 1893,

I INVENTOR ATTORNEY M a WITNESSES (N0 Mo'del.) 3 Sheets-Sheet 3.

J. MOXHAM. TRANSFER TABLE FOR RAILWAYS.

No. 500,929. Patented July 4, 1893.

ATTORNEY UNTTED STATES PATENT @rrrcn.

ARTHUR J. MOXHAM, OF J OHNSTOWN, PENNSYLVANIA.

TRAN S FER-TABLE FO R RAI LWAYS.

SPECIFICATION forming part of Letters Patent No. 500,929, dated July 4, 1893.

Application filed September 30, 1891. Serial No. 407,272. (No model.)

To all whom it may concern.-

Be it known that I, ARTHUR J. MOXHAM, of Johnstown, in thecounty of Cambria and State of Pennsylvania, have invented a new and useful Improvement in Transfer-Tables for Railways, which invention is fully set forth and illustrated in the following specification and accompanying drawings.

The object of this invention is sufficiently indicated by its title above given.

The invention will first be described in detail and then particularly set forth in the claims.

In the accompanying drawings, Figure 1 is a View of the transfer table in plan, part of the flooring being broken away. Fig. 2 is a cross-sectional side-elevation taken through Fig. 1, at the line Z Z. Fig. 3, is a vertical cross-section taken through Fig. 1 at the line a, a, looking to the left. Fig. 4 shows in plan enlarged, the lower left hand corner of Fig. 1. Fig. 5 is a vertical cross-section, partly in endelevation, taken through Fig. 4 at the line Y Y. Fig. 6, is a vertical cross-section taken through Fig. 4 at the line X, X, looking to the right. Figs. 7 and 8 are enlarged views in perspective and end-elevation respectively, showing certain details of construction hereinafter described.

In said figures the several parts are respectively indicated by reference letters-as follows.

The letters B, indicate two rail-beams of L shape in cross-section secured by rivets it, having countersunk heads, to the connecting T-bars T. Said rail-beams B are formed from a-metal blank of the shape shown in endview in Fig. 8, the portion of said blank indicated by the dotted lines 2', being cut away in order to provide a surface upon which may run the wheels of the car to be transferred. The surface of said beams upon which the treads of the wheels run is inclined, as shown in Fig. 7, from the points e to the points 6, the rail-beam attaining its maximum thickness between the points e, e.

Riveted to the T-bars T, at each corner of the table, by means of rivets n, are brackets or angle-pieces E. Said brackets are also attached to the rail-beams B by stud or tap bolts 0, as clearly shown in Figs. 4, 5 and 6. One end of said bracket is formed into a box or bearing (Z in which the axle A rotates. Said box may be provided with anti-friction rollers c (Fig. forming bearings for said axle,

or with any suitableanti-friction bushing or lining, and with any suitable lubricating device j. Upon one side of said box is a movable cap I), secured by bolts 1). Secured fast on the axles A are wheels W, which are supported and run upon rails R laid between the sills J, which support the flooring F.

The table is stiffened diagonally by means of the rods r which are secured, through their fiat ends f, to the T-bars T, by rivets h. The other ends of said rods are secured to a ring 0' by means of nuts 0 The letters R, R R and R indicate rails of railroad tracks, from one to the other of which a car may be transferred by the transfer table herein described. Said rails are shown supported upon stringers S.

The operation of the table is as follows: As shown in Fig. 1, the table is in position to receive from the track R R a car to be transferred to another track. WVhen the car has been received from the track R211 upon the table, the treads of the wheels of said car are supported upon the portions e of the L-beams B. The table is then set in motion by any suitable means, and is moved along upon the transverse rails R, either to the right or left as may be desired, until the rail-beams B come in line with the rails of the track to which it is desired to transfer the car carried by said table, and said car is then removed from the table to said track.

Since the advent of electric cars, the vertical height of a transfer table is limited in consequence of the machinery under the car. Vertical stiffness however must be secured with such limited vertical height, for the weight of the car to be transferred is greatly increased by the use Of such machinery. By the construction above described the transfer table is rendered so shallow between the Wheels W, that the floor covered by the passage of the table is nearly if not quite of the same level as that of the floor outside of the tables travel, as seen in Fig. 3, great vertical strength being at the same time secured. The rail-beams B, serve to impart great strength to the table while at the same time serving as track-rails for the car to be transferred,which strength is further increased by the girders ICO T and brackets E, the latter acting as stiffeners against diagonal strain.

It will be observed that within the wheels of the table, there is no extension above the upper level of the rail-beam B in any part of the structure.

Having thus fully described my said invention, I claim 1. In a railway transfer-table, a horizontal corner-bracket formingabrace-member of the structure and provided with an axle-bearing for a truck-wheel, for the purposes set forth.

2. In a railway transfer table, a bracket as E, provided with a box at one of its ends, said box having a movable cap on one of its sides.

3. In a railway transfer-table, the combination of rail-beams set to come in line with the main track-rails; connecting tie-beams transverse to said rail-beams; and horizontal brackets secured to said rail and tie-beams and forming angle-brace-members of the structure.

4:. In a railway transfer-table, the combination of L-shaped beams as B, forming the rails of the table; T-beams, as T, connecting said rail-beams; and horizontal brackets, as E, secured to said rail and tie-beams and forming angle-brace-members of the structure.

5. In a railway transfer-table, the combination of rail-beams set to come in line with the main track-rails; tie-beams transverse to said rail-beams; and horizontal corner brackets, as E, forming brace-members of the structure;

one end of each of said brackets being secured to said rail and tie-beams and the other end serving as a journal for the axles of the table.

6. In a railway transfer table, diagonal stiffening rods connecting the corners of the table and meeting at a common central point.

7. In a railway transfer table, the combination of rail-beams set to come in line with the main track-rails; tie-beams transverse to said rail-beams; and stiffening rods between said beams connecting the corners of the table and meeting at a common central point.

8. In a railway transfer table, the combination of L-beams as B; T-bars as T; and stiffening rods, as 0, connecting the corners of the table and meeting at a common central point.

9. In a railway transfer table, the combination of rail-beams set to come in line with the main track rails; tie-beams transverse to said rail-beams; brackets secured to said beams, and stifiening rods between said beams connecting the corners of the table and meeting at a common central point.

10. In a railway transfer table, the combination of L-beams, as B; T-beams as T; brackets secured to said beams; and stiffening rods, as 1", connecting the corners of the table and meeting at a common central point.

ARTHUR J. MOXI-IAM.

Witnesses:

O. R. POWELL, S. R. SCHAEFFER. 

